Ultralights

hmmm interesting.

that was my first thought to sadly, not much use on a rotax, the jab guys will love it... sad but true. good to know its available to use not just for emergencies, but for a 40% power boost on take off! the Savannah will be Awesome with this addition, (its plenty powerful enough already though) but 20Km? cmon, gives us a time son!

if Human error is the biggest factor, then the issue is with the humans, not the system. dont let yourself get complacent, and dont believe it when everyone tells you, you have the best instructor because his lessons were easy. A good instructor will make sure you are sweating and wont sugar coat your mistakes. and will make sure you fly your best, all the time, not just teach you to pass a flight test.

20Kts! ahhahahahahahahaha really, i have never seen a foxbat get anywhere near that, if thats the case, then i can fly the Savannah at 0 Kts, (as that is what the ASI reads a little before the stall)

so, a precautionary search and landing, so where was the emergency?

with the huge cuts to the sciences from our government, she wont go far in Australia, America or Europe she will.

i honestly dont think driving experience will make any real difference to you flying training, i learnt to fly before i could drive, and i had no disadvantage to other students that had drivers licences. about the only thing that might help is that driving will help with keeping your eyes outside the window. and not looking at the instrument panel.

get the transponder checked and calibrated if need be. they should be done regularly, and are for IFR category aircraft, i had a similar story but in Sydney control zone, and the erroneous transponder data caused an advisory warning to a B737 on approach to Sydney, i was at 500ft tracking under the approach path of runway 16 at Sydney, about 5 miles from the end of the runway, but the transponder readout said i was at 2000ft, right in front of the B737 on finals. my response to ATC was to confirm i am at 500ft, and i had the 737 visual, the 737 crew confirmed to the tower they had me visual as well at what appeared to be 500 ft. i told the tower i will turn off the transponder if they wanted me to, they asked me to turn it off, and not fly in CTA until it was checked. Once back at bankstown, i found out the aircraft was recently painted, and the transponder antenna removed and the hole masked over for painting. when the paint was done, the transponder antenna was reinstalled without the masking tape being removed. we found this out after we removed the antenna on my return, and found the hole full of chewed up masking tape. sure enough, once the tape was removed, calibration found the transponder was fine. in your case, i would check the transponder is plumbed to an external static source. and if so, its not leaking, as this to can cause some errors in reporting altitudes.

the pattern on my wing from the VG's after a flight of over 3 hours from Sydney to Lightning Ridge on a high humidity summers morning.

i have never had an issue with the savannah brakes, they work really well, can easily hold back the 100Hp until they start to slide, still locked up at near full power. the only issue i ever have had with them, is the pads will fall out when about 75% worn, so i thought i still had some good use in them, while trying to land short (on a 1.5km runway) i hit the brakes hard, and the pad pushed out and dumped all the fluid over the wheel. so i only had 1 brake, and had to turn the ignition on and off to taxi at a safe speed. fix was to take the old worn pads to a brake reliner, and get them relined, was pretty cheap. if the stock brakes arn't up to par, then try bleeding them, i havnt not heard of stock savannah brakes being bad, and if they are, then mine would have been the worst, as the discs are not quite flat at one stage, they have been hit when the aircraft fell off a jack, and the disk was hammered back to a flat. they still work fine.

i replaced the stock ICP VG's with Stolspeed ones. the originals lasted 1000Hrs, and had a few broken ones, probably every one from around the fuel caps, to the wing root were broken, no noticeable reduction in performance. i used a heat gun to remove the old ones, as they were stuck on with sikaflex, then lightly sanded the paint, cleaned and degreased, and stuck the new stolspeed ones in the same locations. (i pre-painted them with polyeurethane while they were on the backing sheet)

and the safety case is?

any rivet through fibreglass should have a washer under its head, and definitely under its tail. even bucked solid rivets.

from what i read is it failed to recover during spin testing. hope they have another one to continue and modify to get it tested

yes, but a financial advisor is more of a salesman for financial products, nothing more.. you will find degree qualified economists and the like designing said products... Now this worries me... really? used to be common practice to use Zip ties instead of proper hose clamps? i have never seen a zip ties as a hose clamp, ever, anywhere. not even in a goKart.

i dont see why they cant resell factory built aircraft if they meet the minimum standards required, and hopefully learnt from that incident

wasnt the aircraft involved was supposedly a factory built aircraft. it was 24 rego.

A Savannah at high speed will have a 0 AOA in cruise.

remember i witness accounts cant really be relied upon for accurate assessments.

as long as there is a human up the front, there will always be that fear of death to help ensure the pilot does everything possible to prevent that death.... machines in the past, and just as recently, have happily flown themselves into oblivion..

8 incidents in 35 yrs? should read 8 incidents in how many individual flights?

the Bernoulli's principle is correct, though used in the incorrect context, Bernoullis principle is that air moving at a higher speed, or accelerated to a higher speed, loses static pressure.. and it is correct. and provable, hence the invention of the venturi. as for how a wing flies, its still correct, air accelerated over the upper curve of a wing, will lose pressure, and can be proven using pressure sensitive instruments and water filled tubes, so, yes, its still correct, what has changed is the amount of lift this provides, and how it does it, Modern causes of life are now that the downward deflection of air, results in an upward, or equal and opposite reaction force imposed on the structure that is forcing the air downwards. yes, Bernoullis Principle plays a part, but so does direct air deflection on the lower surface of the wing, all effects combined produce the downward air movement required to generate lift from the wing.

my 912 goes the 50 hrs between services before needing a top up, my air cooled BMW motorcycle goes 5000,km before needing an oil top up...

my bad, i was reading the same story from another paper when i read that, i assumed the story opened from the link on the story from this page. either way.. http://www.sunshinecoastdaily.com.au/news/reports-plane-landing-capricorn-highway/2629866/

still none were in a fully developed, stabilised spin of no more than 3 turns, some 2 turns, most 1.5 or less.